JP6772964B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device including a power source and an automatic transmission.

A vehicle control device including a power source and an automatic transmission provided in a power transmission path between the power source and drive wheels is well known. For example, the clamp pressure control device for a continuously variable transmission described in Patent Document 1 is one of them. Patent Document 1 discloses that during cruise traveling, a correction coefficient used for correcting each thrust when controlling a pinching pressure on each pulley of a belt-type continuously variable transmission is learned.

Japanese Unexamined Patent Publication No. 2013-24279

By the way, in addition to the first driving control during driving based on the driving operation of the driver, a target driving state is set regardless of the driving operation of the driver, and acceleration / deceleration is automatically performed based on the target driving state. Therefore, it is conceivable to secure many learning opportunities by learning the shifting characteristics of the automatic transmission even during the second operation control during traveling. However, even if learning is performed at different driving controls, it may be difficult to obtain learning opportunities in shifting in a driving state where the frequency of occurrence is low (for example, a driving state where the vehicle speed is high and the driving requirement is low). is there. Or, in order to avoid erroneous learning, when one of the learning execution conditions is that the input torque to the automatic transmission is stable, the speed change is performed even though the execution condition is satisfied before the shift. Learning is not executed due to changes in the input torque inside, and there is a possibility that learning opportunities will decrease.

The present invention has been made in the context of the above circumstances, and an object of the present invention is to provide an automatic transmission in a vehicle capable of selectively performing a first operation control and a second operation control. It is an object of the present invention to provide a vehicle control device capable of increasing the opportunity to learn the shift characteristics and rapidly improving the accuracy of shift control.

The gist of the first invention is a control device for a vehicle including (a) a power source and an automatic transmission provided in a power transmission path between the power source and the drive wheels. , (B) The first driving control for driving based on the driving operation of the driver, the target driving state is set regardless of the driving operation of the driver, and acceleration / deceleration is automatically performed based on the target driving state. An operation control unit capable of selectively performing a second operation control for traveling, and (c) a learning control unit that corrects the shift characteristics of the automatic transmission by learning for each shift in a predetermined operating state. And (d) the first operation when the learning of the speed change characteristic of the automatic transmission in the speed change in the predetermined operation state is not completed and the vehicle is traveling under the second operation control. With the target traveling state correction unit that corrects the target traveling state so that the learning of the shifting characteristic of the automatic transmission, which is incomplete, is more likely to be executed as compared with the case of traveling under control. To include.

According to the first invention, the first operation control is performed when the learning of the shift characteristic of the automatic transmission in the shift in a predetermined operation state is not completed and the vehicle is traveling under the second operation control. Since the target driving state is corrected so that the learning of the shifting characteristics of the automatic transmission, which is incomplete, is easier to be executed than when traveling in the first operation control, the learning is performed during the first operation control. Learning the shift characteristics of an automatic transmission that cannot sufficiently secure an opportunity can be easily executed during the second operation control, in which deterioration of drivability such as acceleration responsiveness is less likely to be a problem than during the first operation control. Therefore, in a vehicle capable of selectively performing the first operation control and the second operation control, it is possible to increase the chances of learning the shift characteristics of the automatic transmission and quickly improve the accuracy of the shift control. If the accuracy of shift control is quickly improved, for example, shift shock can be reduced and converged at an early stage.

It is a figure explaining the schematic structure of each part related to the traveling of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control system and control function for controlling each part. It is an operation chart explaining the relationship between the shift operation of a transmission and the operation of an engagement device used therein. It is a collinear diagram which shows the relative relationship of the rotation speed of each rotating element in the transmission which includes an electric continuously variable transmission and an automatic transmission. It is a figure explaining the control of a part of the automatic operation control. The figure which shows an example of the shift map used for the shift control of an automatic transmission, the shift state switching map used for the shift state switching control of a transmission, and the power source switching map used for switching control between engine running and motor running. It is also a diagram showing the relationship between them. Increase the chances of learning the shift characteristics of an automatic transmission in a vehicle that can selectively perform the first operation control and the second operation control, which is the main part of the control operation of the electronic control device, and speed up the accuracy of the shift control. It is a flowchart explaining the control operation for improvement. It is an example of the time chart when the control operation shown in the flowchart of FIG. 6 is executed, and is the figure which shows the embodiment which is executed at the time of the upshift at the time of automatic operation control. It is a figure which shows an example of the driving state at the time of executing the control operation shown in the flowchart of FIG. It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and is the figure explaining the vehicle different from FIG.

In the embodiment of the present invention, the target traveling state correction unit corrects the target traveling state so as to limit a change in input torque during shifting of the automatic transmission. In this way, learning of the shift characteristics of the automatic transmission, which cannot sufficiently secure the learning opportunity during the first operation control, is easily executed during the second operation control.

Further, the target traveling state correction unit is to correct the target traveling state so that the shifting in the predetermined operating state is executed, in which the learning of the shifting characteristic of the automatic transmission is incomplete. .. In this way, learning of the shift characteristics of the automatic transmission, which cannot sufficiently secure the learning opportunity during the first operation control, is easily executed during the second operation control.

Further, the driving control unit automatically sets the target driving state based on at least one of map information and road information, and automatically accelerates / decelerates and steers based on the target driving state. By doing so, the second operation control is performed. In this way, as the second driving control, automatic driving that automatically performs acceleration / deceleration and steering based on the target driving state automatically set based on at least one of the map information and the road information. In a vehicle that can be controlled, it is possible to increase the chances of learning the shift characteristics of the automatic transmission and improve the accuracy of shift control.

Further, as the second driving control, the driving control unit performs a second driving control by unmanned driving that automatically performs the acceleration / deceleration when the vehicle has no passengers, and a state where the vehicle has a passenger. It is possible to selectively perform the second operation control by manned driving that automatically performs the acceleration / deceleration, and the target driving state correction unit is the second operation control by the manned driving at the time of the second driving control by the unmanned driving. 2 The object is to correct the target traveling state so that the learning of the shifting characteristic of the automatic transmission, which is incomplete, is easier to be executed as compared with the operation control. In this way, in the second operation control by unmanned driving in which the acceleration response delay is not recognized, learning of the shifting characteristics of the automatic transmission becomes easier to be performed as compared with the second operation control by manned driving.

Hereinafter, examples of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a diagram for explaining a schematic configuration of each part related to traveling of the vehicle 10 to which the present invention is applied, and is a diagram for explaining a control system and a main part of a control function for controlling each part. In FIG. 1, the vehicle 10 is a hybrid vehicle including an engine 12, a first rotating machine MG1, and a second rotating machine MG2. Further, the vehicle 10 includes a drive wheel 14 and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheel 14.

The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine, which can be a power source capable of generating driving torque. The engine 12 includes an engine control device 50 having various devices necessary for controlling the output of the engine 12, such as an electronic throttle device, a fuel injection device, and an ignition device. In the engine 12, the engine torque Te, which is the output torque of the engine 12, is controlled by controlling the engine control device 50 according to the drive request amount of the vehicle 10 by the driver by the electronic control device 70 described later.

Both the first rotary machine MG1 and the second rotary machine MG2 are rotary electric machines having a function as an electric motor (motor) and a function as a generator (generator), and can generate drive torque. It is a so-called motor generator that can be a power source. The first rotating machine MG1 and the second rotating machine MG2 are each connected to the battery 54 provided in the vehicle 10 via the inverter 52 provided in the vehicle 10, and the inverter 52 is connected by the electronic control device 90 described later. Is controlled to control MG1 torque Tg and MG2 torque Tm, which are output torques (force running torque or regenerative torque) of the first rotary machine MG1 and the second rotary machine MG2, respectively.

The inverter 52 is connected to each of the first rotating machine MG1 and the second rotating machine MG2. The inverter 52 of the first rotating machine MG1 and the second rotating machine MG2 can obtain the MG1 torque Tg required for the first rotating machine MG1 and the MG2 torque Tm required for the second rotating machine MG2. Controls the transfer of power related to each operation. The battery 54 is a power storage device that transmits and receives electric power to each of the first rotating machine MG1 and the second rotating machine MG2 via the inverter 52. Specifically, the battery 54 stores the electric power generated by each of the first rotating machine MG1 and the second rotating machine MG2, and supplies the stored electric power to each of the first rotating machine MG1 and the second rotating machine MG2. It is a power storage device that can be used.

The power transmission device 16 is an electric transmission connected to an input shaft 20 and an input shaft 20 which are directly connected to the engine 12 or indirectly via a damper (not shown) or the like in a case 18 which is a non-rotating member attached to a vehicle body. The continuously variable transmission 22 includes an automatic transmission (AT) 26 and the like connected to a transmission member 24 which is an output rotating member of the electric continuously variable transmission 22. Further, the power transmission device 16 is connected to a propeller shaft 30 connected to an AT output shaft 28 which is an output rotating member of the automatic transmission 26, a differential gear 32 connected to the propeller shaft 30, and a differential gear 32 thereof. It includes a pair of drive shafts 34 and the like. The input shaft 20 is an input rotating member of the electric continuously variable transmission 22, and is also an input rotating member of the entire transmission 36 including the electric continuously variable transmission 22 and the automatic transmission 26 connected in series. is there. The AT input shaft 38, which is an input rotating member of the automatic transmission 26, is integrally connected to the transmission member 24. The AT output shaft 28 is also an output rotating member of the transmission 36. In the power transmission device 16, the power output from the engine 12 (torque and force are synonymous unless otherwise specified) includes an electric continuously variable transmission 22, an automatic transmission 26, a differential gear 32, a drive shaft 34, and the like. It is sequentially transmitted to the drive wheels 14. Further, in the power transmission device 16, the power output from the second rotary machine MG2 is sequentially transmitted to the drive wheels 14 via the automatic transmission 26, the differential gear 32, the drive shaft 34, and the like. Since the transmission 36 is configured symmetrically with respect to its axis, the lower side thereof is omitted in FIG.

The electric continuously variable transmission 22 includes a power split mechanism 40 in which the engine 12 is connected so as to be able to transmit power, and a first rotary machine MG1 which is connected to the power split mechanism 40 so as to be able to transmit power. The power dividing mechanism 40 divides the power transmitted from the engine 12 via the input shaft 20 into the first rotary machine MG1 and the transmission member 24 (the distribution also agrees). The second rotary machine MG2 is connected to the transmission member 24 so as to be able to transmit power.

The power split mechanism 40 is a known single pinion type planetary gear device including a sun gear S0, a pinion gear P0, a carrier CA0 that supports the pinion gear P0 so as to rotate and revolve, and a ring gear R0 that meshes with the sun gear S0 via the pinion gear P0. Yes, it functions as a differential mechanism that produces a differential action. In the power split mechanism 40, the engine 12 is connected to the carrier CA0 so as to be able to transmit power via the input shaft 20, the first rotary machine MG1 is connected to the sun gear S0 so that power can be transmitted, and the transmission member 24 is connected to the ring gear R0. Is connected and the second rotary machine MG2 is connected so as to be able to transmit power. In the power split mechanism 40, the carrier CA0 functions as an input element, the sun gear S0 functions as a reaction force element, and the ring gear R0 functions as an output element. In the electric continuously variable transmission 22, the inverter 52 is controlled by the electronic control device 90 described later to control the operating state of the first rotary machine MG1, so that the differential state of the power split mechanism 40 is controlled to shift the speed. It is an electric transmission mechanism in which the ratio γ0 (= engine rotation speed Ne / MG2 rotation speed Nm) is controlled.

The electric continuously variable transmission 22 further includes a brake B0 and a clutch C0. The brake B0 is provided between the sun gear S0 and the case 18, and the clutch C0 is provided between the sun gear S0 and the carrier CA0.

In the electric continuously variable transmission 22, when both the clutch C0 and the brake B0 are released, the power split mechanism 40 is put into a differential enable state (differential state) in which the differential action can be operated. In the differential state of the electric continuously variable transmission 22, the power of the engine 12 is divided into the first rotating machine MG1 and the transmission member 24, and a part of the divided engine 12 power is used as the first rotating machine. The electric power generated from the MG1 stores the battery 54 and the second rotary machine MG2 is rotationally driven. When the electric continuously variable transmission 22 is in a differential state, the continuously variable transmission state is such that the gear ratio γ0 is continuously changed from the minimum value γ0min to the maximum value γ0max.

On the other hand, in the electric continuously variable transmission 22, when the clutch C0 or the brake B0 is engaged, the differential action is disabled. Specifically, when the clutch C0 is engaged and the sun gear S0 and the carrier CA0 are integrally connected, the power split mechanism 40 is in a locked state in which the sun gear S0, the carrier CA0, and the ring gear R0 are integrally rotated. Therefore, the electric continuously variable transmission 22 is also set to the non-differential state because the differential action is not possible. In the non-differential state in which the clutch C0 is engaged, the rotation speed of the engine 12 and the rotation speed of the transmission member 24 match, so that the gear ratio γ0 of the electric continuously variable transmission 22 is fixed at “1”. It is set to a constant speed change state (that is, a stepped speed change state) that functions as a transmission. Further, when the brake B0 is engaged instead of the clutch C0 and the sun gear S0 is connected to the case 18, the power split mechanism 40 is in a locked state in which the sun gear S0 is in a non-rotating state, and differential action is impossible. Since it is in a non-differential state, the electric continuously variable transmission 22 is also in a non-differential state. In the non-differential state in which the brake B0 is engaged, the ring gear R0 is rotated at a higher speed than the carrier CA0, so that the power split mechanism 40 functions as a speed-increasing mechanism, and the electric continuously variable transmission 22 It is in a stepped speed change state in which the speed change ratio γ0 functions as a speed-increasing transmission fixed to a value smaller than “1” (for example, about 0.7).

The automatic transmission 26 is an automatic transmission provided in a power transmission path between the power source (engine 12, second rotary machine MG2) and the drive wheels 14, and is between the transmission member 24 and the drive wheels 14. It is a mechanical transmission mechanism that forms a part of the power transmission path of. The automatic transmission 26 includes, for example, a plurality of sets of planetary gear devices (first planetary gear device 42, second planetary gear device 44, third planetary gear device 46) and a plurality of engaging devices (clutch C1, clutch C2, brake B1). , Brake B2, Brake B3). The automatic transmission 26 includes the rotating elements (sun gears S1, S2, S3, carriers CA1, CA2, CA3, ring gears R1, R2) of the first planetary gear device 42, the second planetary gear device 44, and the third planetary gear device 46. , R3) are partially connected to each other, either directly or indirectly (or selectively) via engaging devices (clutches C1, C2, brakes B1, B2, B3), or AT input shaft 38, It is connected to the case 18 or the AT output shaft 28.

The automatic transmission 26 has a gear ratio (gear ratio) when any one of a plurality of engaging devices is selectively engaged by an electronic control device 90 described later according to a drive request amount, a vehicle speed V, or the like. This is a stepped transmission in which a plurality of transmission stages (gear stages) having different γat (= AT input rotation speed Ni / AT output rotation speed No) are selectively formed. When shifting the automatic transmission 26, for example, the engaging device involved in the shifting of the automatic transmission 26 among the plurality of engaging devices is re-engaged (that is, the engaging and disengaging of the engaging devices involved in the shifting). (Switching), so-called clutch-to-clutch shifting is performed.

The clutch C0, the clutch C1, the clutch C2, the brake B0, the brake B1, the brake B2, and the brake B3 (hereinafter, referred to as an engaging device CB unless otherwise specified) are of a multi-plate type or a single-plate type pressed by a hydraulic actuator. It is a hydraulic friction engagement device consisting of a clutch, a brake, a band brake tightened by a hydraulic actuator, and the like. These engaging devices CB operate by changing their respective torque capacities (clutch torque) according to the regulated hydraulic pressure (clutch pressure) output from each solenoid valve or the like in the hydraulic control circuit 56. The state (state such as engagement and disengagement) can be switched.

In the transmission 36 configured as described above, the electric continuously variable transmission 22 which is in a constant speed change state by engaging either the clutch C0 or the brake B0 and the stepped automatic transmission 26 are used. A stepped speed change state that operates as a stepped transmission is configured, and a plurality of gear stages having different speed ratios γT (= engine rotation speed Ne / AT output rotation speed No) of the entire transmission 36 can be obtained. Further, in the transmission 36, the electric continuously variable transmission 22 in which the clutch C0 and the brake B0 are not engaged to achieve a continuously variable transmission state and the stepped automatic transmission 26 are electrically stepless. A continuously variable transmission state that operates as a transmission is configured.

When the transmission 36 functions as a stepped transmission, for example, as shown in the engagement operation table of FIG. 2, the engagement release control of the engagement device CB controls each of the five forward gears (first speed). The gear stage "1st" -5th gear stage "5th"), the reverse gear stage "R", or the neutral state "N" is established. On the other hand, when the transmission 36 functions as a continuously variable transmission, both the clutch C0 and the brake B0 are released, for example, as shown in the engagement operation table of FIG. As a result, the electric continuously variable transmission 22 functions as a continuously variable transmission, and the automatic transmission 26 in series with the electric continuously variable transmission 22 functions as a continuously variable transmission, whereby each gear stage of the automatic transmission 26 (first speed-). The gear ratio γ0 of the electric continuously variable transmission 22 is steplessly changed with respect to the fourth speed), and each gear stage of the automatic transmission 26 can obtain a stepless gear ratio width. Therefore, the gear ratio between the gears of the automatic transmission 26 is continuously variable, and the gear ratio γT of the transmission 36 is steplessly obtained.

FIG. 3 is a collinear diagram showing the relative relationship of the rotational speeds of each rotating element in the transmission 36 including the electric continuously variable transmission 22 and the automatic transmission 26. In FIG. 3, the three vertical lines Y1, Y2, and Y3 corresponding to the three rotating elements of the power dividing mechanism 40 constituting the electric continuously variable transmission 22 are the sun gears corresponding to the second rotating element RE2 in order from the left side. It is an axis representing the rotation speed of S0, the rotation speed of the carrier CA0 corresponding to the first rotation element RE1, and the rotation speed of the ring gear R0 corresponding to the third rotation element RE3 (that is, the rotation speed of the AT input shaft 38). Further, the five vertical lines Y4, Y5, Y6, Y7, and Y8 of the automatic transmission 26 are, in order from the left, the rotational speeds of the sun gears S1 and sun gears S2 connected to each other corresponding to the fourth rotation element RE4. The rotational speed of the carrier CA1 corresponding to the 5th rotating element RE5, the rotational speed of the ring gear R3 corresponding to the 6th rotating element RE6, and the interconnected ring gears R1, the carrier CA2, and the carrier CA3 corresponding to the 7th rotating element RE7. It is a shaft representing the rotation speed (that is, the rotation speed of the AT output shaft 28) and the rotation speeds of the ring gear R2 and the sun gear S3 connected to each other corresponding to the eighth rotation element RE8, respectively. The distance between the vertical lines Y1, Y2, and Y3 is determined according to the gear ratio (gear ratio) ρ0 of the power dividing mechanism 40. The distance between the vertical lines Y4, Y5, Y6, Y7, and Y8 is determined according to the gear ratios ρ1, ρ2, and ρ3 of the first, second, and third planetary gear devices 42, 44, and 46. There is. When the distance between the sun gear and the carrier is set to correspond to "1" in the relationship between the vertical axes of the collinear diagram, the gear ratio ρ (= number of teeth of the sun gear Zs /) of the planetary gear device is between the carrier and the ring gear. The interval corresponds to the number of teeth Zr) of the ring gear. Further, the horizontal line X1 indicates a rotation speed of zero, and the horizontal line X2 indicates a rotation speed of "1.0", that is, the rotation speed of the input shaft 20 connected to the carrier CA0 (that is, the rotation speed Ne of the engine 12 connected to the input shaft 20). The horizontal line XG indicates the rotation speed of the transmission member 24 (that is, the rotation speed of the AT input shaft 38).

Expressed using the co-line diagram of FIG. 3, in the electric continuously variable transmission 22 (power split mechanism 40), the first rotating element RE1 is connected to the engine 12 and the second rotating element is connected via the clutch C0. Selectively connected to RE2, the second rotating element RE2 is connected to the first rotating machine MG1 and selectively connected to the case 18 via the brake B0, and the third rotating element RE3 is connected to the transmission member 24 and the second. It is connected to the rotary machine MG2 and is configured to transmit the rotation of the engine 12 to the automatic transmission 26 via the transmission member 24. In the electric continuously variable transmission 22, the relationship between the rotation speed of the sun gear S0 and the rotation speed of the ring gear R0 is shown by the straight line L0 passing through the intersection of Y2 and X2.

In the electric continuously variable transmission 22, when both the clutch C0 and the brake B0 are released and switched to the continuously variable transmission state, the power split mechanism 40 causes the first rotating element RE1 to the third rotating element RE3 to rotate relative to each other. It is considered to be a possible differential state. In the power split mechanism 40 in the differential state, when the reaction force torque, which is the negative torque of the first rotary machine MG1, is input to the sun gear S0 in the forward rotation with respect to the engine torque Te input to the carrier CA0. , The engine direct torque Td (= Te / (1 + ρ0) = − (1 / ρ0) × Tg) that becomes a positive torque in the forward rotation appears in the ring gear R0. Then, according to the required drive amount, the total torque of the engine direct torque Td and the MG2 torque Tm is transmitted to the drive wheels 14 via the automatic transmission 26 as the drive torque in the vehicle forward direction. At this time, the first rotary machine MG1 functions as a generator that generates negative torque in the forward rotation. The generated power Wg of the first rotating machine MG1 is charged in the battery 54 or consumed by the second rotating machine MG2. In the continuously variable transmission state of the electric continuously variable transmission 22, the rotation speed of the ring gear R0 indicated by the intersection of the straight line L0 and the vertical line Y3 is the rotation speed of the drive wheels 14 by the gear stage formed by the automatic transmission 26. When the rotation of the sun gear S0 indicated by the intersection of the straight line L0 and the vertical line Y1 is increased or decreased by controlling the first rotating machine MG1, the straight line L0 and the vertical line Y2 become The rotation speed of the carrier CA0 (that is, the engine rotation speed Ne) indicated by the intersection of is increased or decreased. Therefore, in the continuously variable transmission state of the electric continuously variable transmission 22, the engine 12 can be operated at an efficient operating point. The operating point of the engine 12 is an operating point of the engine 12 represented by an engine rotation speed Ne and an engine torque Te (hereinafter, referred to as an engine operating point).

On the other hand, in the electric continuously variable transmission 22, when the sun gear S0 and the carrier CA0 are connected by the engagement of the clutch C0, the power split mechanism 40 does not rotate the first rotating element RE1 to the third rotating element RE3 integrally. Since the differential state is set, the straight line L0 is made to coincide with the horizontal line X2, and the transmission member 24 is rotated at the same rotation as the engine rotation speed Ne. Alternatively, when the rotation of the sun gear S0 is stopped by the engagement of the brake B0, the power split mechanism 40 is in a non-differential state that functions as a speed increasing mechanism, so that the straight line L0 is in the state shown in FIG. The ring gear R0 (that is, the rotation speed of the transmission member 24) indicated by the intersection of the vertical line Y3 and the vertical line Y3 is rotated at a speed higher than the engine rotation speed Ne.

Further, in the automatic transmission 26, the fourth rotating element RE4 is selectively connected to the transmission member 24 via the clutch C2 and selectively connected to the case 18 via the brake B1, and the fifth rotating element RE5 is. The sixth rotating element RE6 is selectively connected to the case 18 via the brake B2, the seventh rotating element RE7 is selectively connected to the case 18 via the brake B3, and the seventh rotating element RE7 is connected to the AT output shaft 28. The rotating element RE8 is selectively connected to the transmission member 24 via the first clutch C1. In the automatic transmission 26, each gear stage (first speed-4th speed, reverse gear stage) of the automatic transmission 26 is formed by the engagement release control of the engaging device, and each straight line L1 and L2 crossing the vertical line Y7. , L3, L4, LR indicate the rotation speeds of "1st", "2nd", "3rd", "4th", and "Rev" on the AT output shaft 28.

When the clutch C0 is engaged with each gear stage (1st to 4th speed) of the automatic transmission 26, the 8th rotation element RE8 is rotated at the same rotation speed as the engine rotation speed Ne. , As shown in FIG. 3, the ATs corresponding to the 1st speed gear stage "1st" -4th speed gear stage "4th" (see FIG. 2) of the transmission 36 by the respective straight lines L1, L2, L3, L4. The rotation speeds of "1st", "2nd", "3rd", and "4th" on the output shaft 28 are shown. When the brake B0 is engaged with the 4th gear of the automatic transmission 26 instead of the clutch C0, the 8th rotation element RE8 is rotated at a rotation speed higher than the engine rotation speed Ne. As shown in FIG. 3, the straight line L5 indicates the rotation speed of the “5th” on the AT output shaft 28, which corresponds to the fifth gear “5th” (see FIG. 2) of the transmission 36.

Further, in the motor running in which the engine 12 is stopped and the second rotating machine MG2 is used as a power source, the carrier CA0 is set to zero rotation in the power split mechanism 40, and the ring gear R0 is set to positive torque by normal rotation. The torque Tm is input. At this time, the first rotary machine MG1 connected to the sun gear S0 is put into a no-load state and idles at a negative rotation. That is, in the motor running, the engine 12 is not driven, the engine rotation speed Ne is set to zero, and the MG2 torque Tm (here, the force running torque of forward rotation) is driven via the automatic transmission 26 as the driving torque in the vehicle forward direction. It is transmitted to the ring 14.

Returning to FIG. 1, the vehicle 10 further includes an electronic control device 90 as a controller including a control device for the vehicle 10 related to control of the engine 12, the first rotary machine MG1, the second rotary machine MG2, the automatic transmission 26, and the like. It has. The electronic control device 90 is configured to include, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU follows a program stored in the ROM in advance while using the temporary storage function of the RAM. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 90 includes computers for engine control, rotary machine control, hydraulic control (shift control), and the like, if necessary.

The electronic control device 90 includes various sensors provided in the vehicle 10 (for example, an engine rotation speed sensor 60, an output rotation speed sensor 62, an MG1 rotation speed sensor 64 such as a resolver, an MG2 rotation speed sensor 66 such as a resolver, and an accelerator open. Degree sensor 68, throttle valve opening sensor 70, shift position sensor 72, G sensor 74, yaw rate sensor 76, outside temperature sensor 78, battery sensor 79, course recognition and obstacle detection sensor 80 for in-vehicle cameras, GPS antenna 81, Various signals based on the detected values (external network communication antenna 82, cruise control switch 83 for the driver to set the traveling by cruise control, automatic driving selection switch 84 for the driver to select automatic driving, etc.) For example, the engine rotation speed Ne, the AT output rotation speed No which is the rotation speed of the AT output shaft 28 corresponding to the vehicle speed V, the MG1 rotation speed Ng which is the rotation speed of the first rotary machine MG1, and the rotation speed of the AT input shaft 38. AT input rotation speed Ni, that is, MG2 rotation speed Nm, which is the rotation speed of the second rotary machine MG2, and accelerator opening, which is the driver's acceleration operation amount (that is, the accelerator pedal operation amount) indicating the magnitude of the driver's acceleration operation. θacc, throttle valve opening θth, which is the opening of the electronic throttle valve, operating position (shift position) POSsh of the shift lever such as "P", "R", "N", "D", front-rear acceleration Gx of the vehicle 10. , Left-right acceleration Gy of vehicle 10, yaw rate Ryaw which is rotation speed around the vertical axis of vehicle 10, outside temperature THair around vehicle 10, battery temperature THbat of battery 54, battery charge / discharge current Ibat, battery voltage Vbat, vehicle surrounding information Iard, GPS signal (orbit signal) Sgps, communication signal Scom, cruise control signal Scrs, automatic operation selection signal Sauto, etc.) are supplied. Further, from the electronic control device 90, various devices (for example, engine control device 50, inverter 52, hydraulic control circuit 56, external network communication antenna 82, steering actuator 86, brake actuator 88, etc.) provided in the vehicle 10 are used. Command signals (for example, engine control command signal Se for controlling the engine 12, rotary machine control command signal Smg for operating the inverter 52 for controlling the first rotary machine MG1 and the second rotary machine MG2, and the engaging device CB. To operate the hydraulic control command signal Sp for controlling, the communication signal Scom, the steering signal Sste for operating the steering actuator 86 for controlling the steering of the wheels (particularly the front wheels), and the brake actuator 88 for controlling the foot brake. Braking signal Sbra, etc.) is output respectively. This hydraulic control command signal Sp is, for example, a command signal for driving each solenoid valve that regulates each clutch pressure supplied to each hydraulic actuator of the engaging device CB (that is, an instruction corresponding to each set clutch pressure). It is a drive current corresponding to the pressure (hydraulic pressure indicated value) and is output to the hydraulic pressure control circuit 56.

The electronic control device 90 calculates the battery SOC value [%], which is a value representing the state of charge (SOC) of the battery 54, based on, for example, the battery charge / discharge current Ibat. Further, the electronic control device 90 defines the chargeable power (inputtable power) Win that defines the limit of the input power of the battery 54 and the limit of the output power of the battery 54, for example, based on the battery temperature THbat and the battery SOC value. Calculate the dischargeable power (outputtable power) Wout to be performed. The chargeable and dischargeable power Win and Wout are lowered as the battery temperature THbat is lower in the low temperature range where the battery temperature THbat is lower than the normal range, and are lower as the battery temperature THbat is higher in the high temperature range where the battery temperature THbat is higher than the normal range. Be crushed. Further, the rechargeable power Win is lowered as the battery SOC value is higher, for example, in a region where the battery SOC value is high. Further, the dischargeable power Wout is lowered as the battery SOC value is low, for example, in a region where the battery SOC value is low.

In order to realize control functions for various controls in the vehicle 10, the electronic control device 90 includes a driving control means, that is, a driving control unit 91, a driving state control means, that is, a driving state control unit 94, and a learning control means, that is, a learning control unit. It has 96.

As the driving control of the vehicle 10, the driving control unit 91 automatically sets the target driving state based on the manual driving control for driving based on the driving operation of the driver and at least one of the map information and the road information. It is possible to selectively perform automatic driving control for driving by setting and automatically performing acceleration / deceleration and steering based on the target driving state. The manual driving control is a driving control for driving by manual driving by the driving operation of the driver. The manual driving is a driving method in which the vehicle 10 is normally driven by a driver's driving operation such as an accelerator operation, a brake operation, and a steering operation. The automatic driving control is a driving control that runs by automatic driving. The automatic driving is performed by automatically performing acceleration / deceleration, braking, steering, etc. under the control of the electronic control device 90 based on signals and information from various sensors, regardless of the driver's driving operation (intention). It is a driving method which carries out 10 running.

The operation control unit 91 executes manual operation control when automatic operation is not selected by the automatic operation selection switch 84. The operation control unit 91 executes manual operation control by controlling the engine 12, the rotary machines MG1 and MG2, and the transmission 36 (that is, the engaging device CB) based on the accelerator opening degree θacc and the like.

The operation control unit 91 executes the automatic operation control when the automatic operation selection switch 84 is operated by the driver and the automatic operation is selected. The operation control unit 91 automatically controls the engine 12, the rotary machines MG1 and MG2, and the transmission 36, respectively, and operates the steering actuator 86 and the brake actuator 88, based on signals and information from various sensors. Execute operation control.

Specifically, the operation control unit 91 includes a travel plan generation unit, that is, a travel plan generation unit 92, which generates a travel plan, and a travel control means, that is, a travel control unit 93. As shown in FIG. 4, the travel plan generation unit 92 sets various settings such as a destination, a travel mode (time priority mode / fuel efficiency priority mode), and a set vehicle speed input by the driver, and for example, a known navigation system 58. Based on the stored information and / or the information acquired by communication with the outside of the vehicle, the vehicle position (GPS), road conditions such as curves, the above map information such as slope, altitude and legal speed, infrastructure information, target route and target The target driving state is automatically set based on the course, the weather, etc., and the road information such as the lane of the driving path, the sign on the driving path, and the pedestrian on the driving path acquired by the course recognition and the obstacle detection sensor 80. Set. The travel plan generation unit 92 sets the target vehicle speed as the target travel state based on the target inter-vehicle distance to the preceding vehicle and the actual inter-vehicle distance to the preceding vehicle (also referred to as the actual inter-vehicle distance) in consideration of the safety margin. .. This inter-vehicle distance may be the distance to pedestrians, obstacles, and side vehicles that are expected to come ahead. If the value obtained by subtracting the actual inter-vehicle distance from the target inter-vehicle distance is a negative value, the inter-vehicle distance has a sufficient margin, and the travel plan generation unit 92 guards the subtracted value at the lower limit with zero. As a result, the target vehicle speed cannot be increased unnecessarily. Further, as the target traveling state, for example, a target driving force (or a target acceleration / deceleration) may be set.

The travel control unit 93 performs automatic operation control by automatically performing acceleration / deceleration, braking, and steering based on the target travel state set by the travel plan generation unit 92. The acceleration / deceleration is the acceleration of the vehicle 10 and the deceleration of the vehicle 10, and the deceleration here may include braking. As shown in FIG. 4, the travel control unit 93 has an F / F driving force by feedforward control (F / F control) based on a target travel state (here, a target vehicle speed), and a vehicle speed between the target vehicle speed and the actual vehicle speed V. The F / B driving force by the feedback control (F / B control) based on the difference is calculated. Next, the traveling control unit 93 determines the required driving force or the required braking force of the power transmission device 16 (in FIG. 4), based on the total driving force of the F / F driving force and the F / B driving force and the traveling resistance component. Power train driving force / braking force) is calculated. The traveling resistance is, for example, a value set in the vehicle 10 by the driver in advance, a value based on map information or vehicle specifications acquired by communication with the outside of the vehicle, or a gradient, an actual driving amount, or an actual driving amount during traveling. An estimated value calculated based on the front-back acceleration Gx or the like is used. The travel control unit 93 operates a command for controlling the engine 12, the rotary machines MG1 and MG2, and the transmission 36 so that the required driving force (also agrees with the driving torque) or the required braking force (also agrees with the braking torque) can be obtained. Output to the state control unit 94. The travel control unit 93 calculates the required braking force by the foot brake within the available range, and outputs a command for controlling the braking torque to the brake actuator 88 so that the required braking force can be obtained. As a result, the engine 12 (ENG), the rotary machines MG1 and MG2 (MG), and the transmission 36 (T / M) are controlled to obtain a desired drive torque or braking torque. The braking torque here is the engine braking torque of the engine 12 and the regenerative braking torque of the second rotary machine MG2. Alternatively, the brake actuator 88 is controlled to obtain the desired braking torque by the foot brake.

The driving control unit 91 controls so as to maintain the target vehicle speed and / or the target inter-vehicle distance with respect to the preceding vehicle set by the driver by the cruise control switch 83, regardless of the accelerator operation and the brake operation by the driver. It is possible to perform cruise operation control by traveling by the driver performing other driving operations such as steering operation other than accelerator operation and brake operation. Similar to automatic driving control, cruise driving control is driving control in which a target driving state is set regardless of the driving operation of the driver and acceleration / deceleration is automatically performed based on the target driving state. .. In this embodiment, the manual driving control is referred to as a first driving control, and the automatic driving control and the cruise driving control are referred to as a second driving control. Therefore, the driving control unit 91 sets the first driving control for driving based on the driving operation of the driver and the target driving state regardless of the driving operation of the driver, and accelerates / decelerates based on the target driving state. It is possible to selectively perform the second operation control for traveling by performing the operation automatically.

As automatic driving control, the driving control unit 91 automatically accelerates / decelerates when the vehicle 10 has no passengers, and automatically accelerates / decelerates when the vehicle 10 has passengers. It is possible to selectively perform automatic driving control by manned driving.

The operation control unit 91 outputs a command for controlling the engine 12, the rotary machines MG1 and MG2, and the transmission 36 to the operation state control unit 94. The operation state control unit 94 functions as an engine control means for controlling the operation state of the engine 12, that is, an engine control unit, and the rotation for controlling each operation state of the first rotary machine MG1 and the second rotary machine MG2 via the inverter 52. It has a function as a machine control means, that is, a rotary machine control unit, and a function as a hydraulic control means, that is, a hydraulic control unit that controls the operating state of the engaging device CB, and has an engine 12, a first rotary machine MG1, and a first. Each output control of the two-turn machine MG2 is executed, and the gear ratio γT of the transmission 36 is controlled. Hereinafter, the control by the operation state control unit 94 will be specifically described by exemplifying the case of manual operation control by normal driving.

The driving state control unit 94 has an accelerator opening θacc and a vehicle speed V (AT output rotation speed No.) in a relationship (for example, a drive request amount map) that is experimentally or designedly obtained and stored (that is, predetermined). Etc.) is applied to calculate the required driving force of the driving wheels 14 as the required driving amount. The required driving amount includes, in addition to the required driving force [N] of the drive wheels 14, the required drive torque [Nm] of the drive wheels 14, the required drive power [W] of the drive wheels 14, and the required AT of the AT output shaft 28. Output torque and the like can also be used. Further, as the drive request amount, it is also possible to simply use the accelerator opening degree θacc [%], the throttle valve opening degree θth [%], or the like. In each driving control of cruise driving control by cruise driving, automatic driving control by unmanned driving, and automatic driving control by manned driving, the required driving force for realizing each driving control is calculated (automatic driving control). See Fig. 4).

The operation state control unit 94 executes shift control of the automatic transmission 26. Specifically, the operating state control unit 94 has predetermined upshift lines (solid lines) and downshift lines (solid lines) with the vehicle speed V and the required drive amount (for example, the required drive torque) as variables as shown in FIG. 5, for example. The gear stage formed by the automatic transmission 26 is determined by applying the vehicle speed V representing the driving state of the vehicle 10 and the required drive amount (for example, the required drive torque) to the relationship (shift map) having the alternate long and short dash line). .. Then, the operating state control unit 94 is an engaging device involved in shifting the automatic transmission 26 excluding the clutch C0 and the brake B0 so as to form the gear stage determined by the engagement operation table shown in FIG. 2, for example. The hydraulic control command signal Sp for engaging and / or disengaging is output to the hydraulic control circuit 56 to execute the shift control of the automatic transmission 26.

The operation state control unit 94 executes hybrid drive control and the like by the engine 12, the first rotary machine MG1, and the second rotary machine MG2. Specifically, the operating state control unit 94 operates the engine 12 in an efficient operating range in the continuously variable transmission state of the transmission 36, while distributing the driving force between the engine 12 and the second rotary machine MG2. The gear ratio γ0 of the electric continuously variable transmission 22 is controlled by changing the reaction force generated by the power generation of the first rotary transmission MG1 so as to be optimum. For example, the operation state control unit 94 sets the engine 12, the first rotary machine MG1, and the second rotary machine MG2 so as to realize the required driving force in consideration of the charge / discharge possible power Win, Wout, etc. of the battery 54. The command signal to be controlled (engine control command signal Se and rotary machine control command signal Smg) is output. The engine control command signal Se is, for example, a command value of the engine power Pe, which is the power of the engine 12 that outputs the engine torque Te at the engine rotation speed Ne at that time. The rotary machine control command signal Smg is, for example, a command value of the generated power of the first rotary machine MG1 that outputs the reaction torque of the engine torque Te (MG1 torque Tg at the MG1 rotation speed Ng at that time), and at that time. It is a command value of the power consumption of the second rotary machine MG2 that outputs the MG2 torque Tm at the MG2 rotation speed Nm. In the continuously variable transmission state of the transmission 36, the operation state control unit 94 supplies, for example, the electric power generated by the first rotary machine MG1 to the battery 54 and the second rotary machine MG2 through the inverter 52.

The gear ratio γT of the transmission 36 is determined by the gear ratio γat of the automatic transmission 26 and the gear ratio γ0 of the electric continuously variable transmission 22. Therefore, the operating state control unit 94 controls the gear ratio γT of the transmission 36. Specifically, the operating state control unit 94 controls the engine 12 and the rotating machines MG1 and MG2 in consideration of the gear stage of the automatic transmission 26 in order to improve power performance and fuel efficiency. In this control, the engine rotation speed Ne determined to operate the engine 12 in an efficient operating range and the rotation speed of the transmission member 24 determined by the vehicle speed V and the gear stage of the automatic transmission 26 (that is, AT input rotation speed Ni = The electric continuously variable transmission 22 is made to function as a continuously variable transmission in order to match the MG2 rotation speed Nm). That is, the operation state control unit 94 shifts the speed so that the engine 12 is operated at the engine rotation speed Ne and the engine torque Te, which are the engine operating points that satisfy the target engine output on the optimum fuel consumption line of the engine 12. A target value of the gear ratio γT of the machine 36 is set, and the gear ratio γ0 of the electric stepless transmission 22 is controlled in consideration of the gear stage of the automatic transmission 26 so that the target value can be obtained, and the throttle valve is opened. The engine torque Te is controlled by controlling the degree θth and the like. The optimum fuel consumption line of the engine 12 is a predetermined engine 12 that achieves both drivability and fuel efficiency during continuously variable transmission within two-dimensional coordinates composed of, for example, engine rotation speed Ne and engine torque Te. It is a kind of operation line of.

Further, the operating state control unit 94 controls the MG1 rotation speed Ng and / or the MG2 rotation speed Nm by the function of the electric continuously variable transmission 22 as the continuously variable transmission 22 to maintain the engine rotation speed Ne substantially constant. Or the rotation can be controlled to any rotation speed. For example, the MG2 rotation speed Nm is constrained by the vehicle speed V (that is, fixed with respect to the rotation speed of the drive wheels 14) while the vehicle in which the gear stage of the automatic transmission 26 is formed is running. When increasing the engine speed Ne, the operating state control unit 94 increases the MG1 rotation speed Ng, as can be seen from the co-line diagram of FIG. Further, when the engine rotation speed Ne is maintained substantially constant during the shift of the automatic transmission 26, the operating state control unit 94 keeps the engine rotation speed Ne substantially constant and MG2 accompanying the shift of the automatic transmission 26. The MG1 rotation speed Ng is changed in the direction opposite to the change in the rotation speed Nm.

Further, the operation state control unit 94 can execute the motor traveling that travels only by using the second rotary machine MG2 as a power source. The thick solid line A in FIG. 5 is for switching the power source for traveling of the vehicle 10 between the engine 12 and the second rotary machine MG2 (that is, the so-called engine for traveling the vehicle 10 with at least the engine 12 as the power source for traveling). This is a boundary line between the engine traveling region and the motor traveling region (for switching between traveling and so-called motor traveling in which the vehicle 10 is driven by using only the second rotating machine MG2 as a power source for traveling). The predetermined relationship having the boundary line as shown by the thick solid line A in FIG. 5 is a power source switching map composed of two-dimensional coordinates with the vehicle speed V and the required drive amount (for example, the required drive torque) as variables. This is an example. This power source switching map is predetermined together with, for example, the shift map shown by the solid line and the alternate long and short dash line in FIG.

Then, the operating state control unit 94 determines which of the motor traveling region and the engine traveling region is, for example, by applying the vehicle speed V and the required driving amount (for example, the required driving torque) to the power source switching map of FIG. Then, the motor running or the engine running is executed. As is clear from FIG. 5, the motor running is in a relatively low output torque range, that is, a low engine torque range, in which engine efficiency is generally considered to be worse than in a high torque range, or when the vehicle speed V is relatively low, that is, It is executed in the low load range.

The operating state control unit 94 selects the shifting state of the transmission 36 from the continuously variable transmission state and the stepped shifting state by switching the operating states of the clutch C0 and the brake B0 based on the operating state of the vehicle 10. Switch to. Specifically, the operation state control unit 94 sets the vehicle speed V and the required drive amount (for example, the required drive torque) in a predetermined relationship (shift state switching map) as shown by the broken line and the two-dot chain line in FIG. 5, for example. By applying the transmission, it is determined whether the transmission is in the stepless control region in which the transmission 36 is in the stepless speed change state or in the stepped control region in which the transmission 36 is in the stepped speed change state. The transmission state of the 36 to be switched is determined, and the transmission 36 is selectively switched between the continuously variable transmission state and the stepped speed change state.

When the operation state control unit 94 determines that the transmission 36 is within the stepped control region for switching to the stepped speed change state, the stepless speed change control is prohibited and, for example, the automatic transmission according to the shift map shown in FIG. The automatic transmission of 26 is executed, and the gear stage at the time of stepped shifting is formed according to the engagement operation table shown in FIG. On the other hand, when the operating state control unit 94 determines that the vehicle is within the continuously variable transmission region, the continuously variable transmission 22 is set to the continuously variable transmission state because the continuously variable transmission 36 as a whole can obtain the continuously variable transmission state. The clutch C0 and the brake B0 are released so that the continuously variable transmission is possible. In addition, the operating state control unit 94 executes automatic transmission of the automatic transmission 26 according to, for example, the shift map shown in FIG. 5, and forms a gear stage at the time of stepless shifting according to the engagement operation table shown in FIG. That is, the operating state control unit 94 automatically shifts gears by the operation excluding the engagement of the clutch C0 and the engagement of the brake B0 in the engagement operation table shown in FIG.

The broken line in FIG. 5 shows the determination vehicle speed V1 and the determination drive torque T1 for determining the stepped control region and the stepless control region by the operating state control unit 94. That is, the broken line in FIG. 5 determines the high vehicle speed determination line, which is a series of determination vehicle speeds V1 which are predetermined high-speed travel determination values for determining the high-speed travel of the vehicle 10, and the high-output travel with a high required drive torque. It is shown as a high-power running judgment line which is a series of judgment drive torques T1 which are predetermined high-power running judgment values. Further, as shown by the alternate long and short dash line with respect to the broken line in FIG. 5, a hysteresis is provided in the determination between the stepped control region and the stepless control region. That is, the shift state switching map of FIG. 5 has a predetermined high vehicle speed determination line and height that serve as a basis for determining whether the operation state control unit 94 is a stepped control area or a stepless control area. This is an example of a relationship composed of two-dimensional coordinates having a vehicle speed V and a required drive torque as variables, which have an output travel determination line.

The determination vehicle speed V1 is set so that the transmission 36 is put into a stepped speed change state at the high speed running, for example, in order to suppress deterioration of fuel efficiency when the transmission 36 is put into a stepless speed change state at the high speed running. It is set. Further, the determination drive torque T1 is used, for example, in order to reduce the size of the first rotary machine MG1 in the high output running of the vehicle 10 without making the reaction torque of the first rotary machine MG1 correspond to the high output range of the engine 12. It is set according to the characteristics of the first rotating machine MG1 that can be arranged by reducing the maximum generated power of the rotating machine MG1.

As shown in the relationship of FIG. 5, a high output region in which the required drive torque is the determination drive torque T1 or more, or a high vehicle speed region in which the vehicle speed V is the determination vehicle speed V1 or more is set as the stepped control region. The variable transmission is executed at a high drive torque at which the engine 12 has a relatively high torque, or at a relatively high vehicle speed of V, and the continuously variable transmission has a low drive torque at a relatively low torque at the engine 12. It is executed at a relatively low vehicle speed, that is, in the normal output range of the engine 12. Thereby, for example, in the low to medium speed running and the low to medium output running of the vehicle 10, the transmission 36 is set to the continuously variable transmission state and the fuel efficiency performance of the vehicle 10 is ensured, but the vehicle speed V exceeds the determined vehicle speed V1. In high-speed running, the transmission 36 is in a stepped speed change state, and the power generated when the output of the engine 12 is transmitted to the drive wheels 14 exclusively through a mechanical power transmission path to operate as an electric continuously variable transmission. The conversion loss between power and power is suppressed and fuel efficiency is improved. Further, in high output traveling in which the required drive torque exceeds the determination drive torque T1, the transmission 36 is in a stepped speed change state, and the output of the engine 12 is transmitted to the drive wheels 14 exclusively through a mechanical power transmission path to generate electricity. The region to be operated as a continuously variable transmission is the low to medium speed running and the low to medium output running of the vehicle 10, and the maximum value of the electric power to be generated by the first rotating machine MG1 can be reduced to reduce the maximum value of the first rotating machine MG1 or The power transmission device 16 of the vehicle 10 including the power transmission device 16 is further miniaturized. Further, as another way of thinking, in this high output running, the demand for the driving force of the driver is more important than the demand for fuel consumption, so that the continuously variable transmission state can be switched to the stepped speed change state. Thereby, for example, the driver can enjoy the change of the engine rotation speed Ne due to the upshift in the stepped automatic shifting running, that is, the rhythmic change of the engine rotation speed Ne accompanying the shifting.

Further, the operation state control unit 94 is stepless when the electric control equipment such as the rotating machines MG1 and MG2 for operating the electric continuously variable transmission 22 as an electric continuously variable transmission fails or the function deteriorates. Even in the control region, the transmission 36 may be preferentially set to the stepped speed change state in order to secure the vehicle running.

The learning control unit 96 corrects the shift characteristics of the automatic transmission 26 by learning for each shift in a predetermined operating state. The shift characteristics of the automatic transmission 26 include, for example, the mode of change of the AT input rotation speed Ni during the shift transition (for example, the change speed of the AT input rotation speed Ni, the time from the start of shift control to the start of the change of the AT input rotation speed Ni). AT input rotation speed Ni blows up, etc.) and / or AT output torque To change mode (for example, AT output torque To change speed, AT output torque To drop, etc.), which is the output torque of the automatic transmission 26. .. The predetermined pattern of the hydraulic control command signal Sp (hydraulic pressure instruction value) to be changed during the shift transition in order to set the shift characteristic of the automatic transmission 26 as the target shift characteristic is, for example, 1 → 2 power-on upshift, 3 → 2. It is defined for each type of shift such as power-on downshift and 3 → 2 coast downshift. The target shifting characteristic is, for example, a predetermined shifting characteristic for achieving both suppression of shifting shock and shifting that is executed promptly.

The actual clutch pressure may vary with respect to the hydraulic pressure indicated value due to individual variation or secular change of the engaging device of the automatic transmission 26, each solenoid valve in the hydraulic control circuit 56, and the like. Alternatively, there is a possibility that the predetermined pattern itself cannot originally target the shifting characteristics of the automatic transmission 26 due to variations in each unit of the automatic transmission 26. For this reason, the shift characteristics of the automatic transmission 26 are corrected by learning so as to be the target shift characteristics. Correcting the shift characteristic of the automatic transmission 26 by learning means that the hydraulic pressure instruction value for the engaging device at the time of shifting of the automatic transmission 26 is corrected by learning. Specifically, the learning control unit 96 calculates a correction value for the hydraulic pressure indicated value according to the amount that the shift characteristic of the automatic transmission 26 deviates from the target shift characteristic, and the next automatic transmission is based on the correction value. By correcting the hydraulic pressure indicated value used when shifting the transmission 26, the shifting characteristic of the automatic transmission 26 is corrected by learning. Learning of the shift characteristics of the automatic transmission 26 is executed for each shift in a predetermined operating state. The shift in the predetermined operating state is a shift executed during traveling in the predetermined operating state. The predetermined driving state is, for example, a plurality of predetermined driving states of the vehicle 10 represented by a vehicle speed V and a drive request amount. For example, predetermined driving states include a driving state in which a low vehicle speed and a low driving requirement amount are obtained, a driving state in which a medium vehicle speed and a medium driving requirement amount are obtained, a driving state in which a high vehicle speed and a low driving requirement amount are obtained, and a low vehicle speed and a high driving demand amount. It is a driving state of the vehicle 10, such as a driving state that is a quantity, a driving state that is a high vehicle speed and a high driving requirement amount.

Learning the shifting characteristics of the automatic transmission 26 may result in erroneous learning if the AT input torque Ti, which is the input torque of the automatic transmission 26, is not stable during shifting of the automatic transmission 26. Therefore, when the AT input torque Ti changes beyond a predetermined torque during shifting of the automatic transmission 26, the learning control unit 96 does not learn the shifting characteristics in the shifting at that time. It is one of the conditions for permitting learning of the shifting characteristics of the automatic transmission 26 that the change in the AT input torque Ti during shifting of the automatic transmission 26 is equal to or less than a predetermined torque. During the shift of the automatic transmission 26 here, in particular, it is a period for learning the shift characteristic (correcting the hydraulic pressure indicated value). For example, when an embodiment is adopted in which the hydraulic pressure indicated value is corrected by feedback control so that the change in the AT input rotation speed Ni becomes the target value during the inertia phase during the shift transition, the period during the inertia phase is adopted. Is not the target for correcting the hydraulic pressure reading, but the period before the start of the inertia phase is the target for correcting the hydraulic pressure reading. The predetermined torque is a predetermined AT input torque Ti for determining that the AT input torque Ti is stable (that is, the change in the AT input torque Ti is small) to the extent that learning of the shifting characteristics does not result in erroneous learning. This is the upper limit of the change in.

By the way, if the AT input torque Ti is changed beyond a predetermined torque as the drive demand amount is changed, the learning of the shifting characteristics of the automatic transmission 26 is not executed, and the learning execution frequency is reduced. It ends up. In particular, in the first operation control (manual operation control), the AT input torque Ti may not be stable due to variations in the driver's driving operation, and the frequency of learning as described above tends to decrease. Alternatively, in the case of shifting in a driving state in which the frequency of occurrence is low, such as a driving state in which the vehicle speed is high and the driving requirement is low, the frequency of learning is reduced. Alternatively, when the frequency of traveling on the same driving path is high, the operating state that occurs is biased, and the frequency of learning is reduced when shifting gears are performed in other specific driving states. It is difficult to improve the accuracy of shift control in shifting in an operating state in which learning is performed infrequently, and it takes time to improve drivability such as suppression of shift shock.

Here, in the second driving control (automatic driving control, cruise driving control), the acceleration response delay and the like are less likely to become a problem as compared with the first driving control (manual driving control) in which the vehicle travels based on the driving operation of the driver. It is considered that there is a high degree of freedom in adjusting the vehicle speed and driving force control based on the driving plan (target vehicle speed, target driving force, etc.) not by the driver but by the vehicle control. Therefore, in this embodiment, the learning frequency of the shifting characteristics of the automatic transmission 26 is improved by considering the difference in the driving control of the vehicle 10.

In order to improve the learning frequency of the shift characteristics of the automatic transmission 26 described above, the electronic control device 90 includes a state determination means, that is, a state determination unit 97, and a target travel state correction means, that is, a target travel state correction unit 98. Is further equipped.

The state determination unit 97 has not completed learning of the shift characteristics of the automatic transmission 26 during shifting in a predetermined operating state (that is, learning of the hydraulic pressure indicated value during shifting of the automatic transmission 26) by the learning control unit 96. Determine if (ie, learning is incomplete). For example, the state determination unit 97 can learn the shifting characteristics of the automatic transmission 26 in the same predetermined operating state in the past predetermined period from the present time in any of a plurality of predetermined operating states. When it is executed more than the number of times, it is determined that the learning of the shifting characteristic of the automatic transmission 26 is completed. The predetermined period and the predetermined number of times are predetermined threshold values for determining that the learning of the shift characteristics of the automatic transmission 26 in the shift in the predetermined operating state is completed, for example.

When the state determination unit 97 determines that the learning control unit 96 has not completed learning of the shift characteristics of the automatic transmission 26 in the shift in a predetermined operating state, is the automatic operation control being executed? Judge whether or not. When it is determined that the automatic driving control is being executed, the state determination unit 97 determines whether or not the vehicle is running unmanned. When it is determined that the automatic driving control is not being executed, the state determination unit 97 determines whether or not the vehicle is traveling on a cruise.

The state determination unit 97 determines whether or not the automatic transmission 26 is shifting. When the state determination unit 97 determines that the automatic transmission 26 is shifting, the AT input torque Ti is set by the AT input torque change allowable amount (that is, the target running state correction unit 98 described later) during the shift. It is determined whether or not the change exceeds the AT input torque change permissible amount). During shifting of the automatic transmission 26, which determines whether or not the AT input torque Ti changes beyond the AT input torque change allowable amount, it is a period for learning the shifting characteristics.

When the state determination unit 97 determines that the automatic transmission 26 is not shifting, the current operating state (vehicle speed V and drive request amount) is executed for learning the shifting characteristics of the automatic transmission 26 a predetermined number of times or more. It is determined whether or not the automatic transmission 26 is in the vicinity of a series of shift points (upshift line or downshift line in the predetermined operating state) in a predetermined operating state (that is, learning frequency is low). For example, the state determination unit 97 determines the current driving based on whether the vehicle speed V in the current driving state is within the predetermined vehicle speed range and the drive required amount in the current driving state is within the predetermined required amount range. It is determined whether or not the state is in the vicinity of a series of shift points of the automatic transmission 26 in a predetermined operating state in which the learning frequency of the shift characteristics of the automatic transmission 26 is low. The predetermined vehicle speed range is, for example, a predetermined predetermined range in the vicinity of the vehicle speed V including the vehicle speed V at the shift point. The predetermined required amount range is, for example, a predetermined predetermined range in the vicinity of the drive required amount including the drive required amount at the shift point.

When the state determination unit 97 determines that the current operating state is in the vicinity of a series of shift points of the automatic transmission 26 in a predetermined operating state in which the learning frequency of the shifting characteristics of the automatic transmission 26 is low, a drive request is made. It is determined whether or not the amount changes beyond the drive request amount change allowance (that is, the drive request amount change allowance set by the target traveling state correction unit 98 described later).

The target running state correction unit 98 is when the state determination unit 97 determines that the learning of the shift characteristics of the automatic transmission 26 in the shift in a predetermined operating state is incomplete, and the state determination unit 97 determines that the learning is incomplete. 2 When it is determined that the vehicle is being driven by the operation control (that is, when it is determined that the automatic operation control is being executed or when it is determined that the vehicle is traveling on a cruise), the first operation is performed. Compared to when driving under control, the driving state is such that learning of the shifting characteristics of the automatic transmission 26, which is incomplete, is easier to be executed (that is, the learning frequency of the hydraulic pressure indicated value is increased). The target driving state in the second operation control is corrected. In the second driving control (automatic driving control, cruise driving control), it is considered that there is a higher degree of freedom in adjusting the driving plan and driving force control than in the first driving control (manual driving control), or AT input. Even if an acceleration response delay occurs by suppressing the increase in torque Ti, it is difficult for the driver to recognize it as an acceleration response delay. Therefore, the operating state in which the learning of the shifting characteristics of the automatic transmission 26 is executed is increased. .. A specific example of a method for increasing the learning frequency will be described below.

The target running state correction unit 98 corrects the target running state so as to limit the change in the AT input torque Ti during shifting of the automatic transmission 26. As a result, the AT input torque Ti is easily stabilized during shifting, and the learning frequency of shifting characteristics is increased.

Specifically, the target traveling state correction unit 98 sets the AT input torque change allowance when the state determination unit 97 determines that the automatic transmission 26 is shifting. This AT input torque change permissible amount is, for example, during the shift during the second operation control when the learning of the shift characteristic of the automatic transmission 26 is not completed (particularly, during the period for learning the shift characteristic). It is a change permissible as a change in the AT input torque Ti, and is at least a value equal to or less than the above-mentioned predetermined torque corresponding to one of the conditions for permitting learning of the shift characteristic of the automatic transmission 26. Then, when the target running state correction unit 98 determines that the AT input torque Ti changes beyond the AT input torque change allowable amount during the shift of the automatic transmission 26 by the state determination unit 97, the AT during the shift The target running state (for example, the target driving force and the target acceleration / deceleration) is corrected so that the maximum value of the change in the input torque Ti becomes the allowable amount of the AT input torque change. By correcting the target running state, the drive request amount is corrected, and as a result, the change in the AT input torque Ti is limited.

If the permissible amount of change in AT input torque is a value equal to or less than a predetermined torque, the learning frequency of shifting characteristics can be increased. Therefore, automatic driving control by unmanned driving, automatic driving control by manned driving, and cruise driving control by cruise driving are uniformly performed. The permissible amount of AT input torque change may be set. Alternatively, different AT input torque change allowances may be set. For example, when the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is being executed and is determined to be unmanned driving (that is, automatic driving by unmanned driving). At the time of control, a predetermined value 1 is set as the allowable amount of change in AT input torque. When the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is being executed and is not being unmanned (that is, at the time of automatic driving control by manned driving). ) A predetermined value 2 is set as the allowable amount of change in AT input torque. When the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is not being executed and is being cruised (that is, during cruise driving control by cruise driving). ) A predetermined value 3 is set as the allowable amount of change in AT input torque. It is useful to set different AT input torque change allowances, for example, when adopting an embodiment in which the AT input torque change allowance is not uniformly set to a value equal to or less than a predetermined torque.

Alternatively, the target traveling state correction unit 98 corrects the target traveling state so that the shifting in the predetermined operating state, in which the learning of the shifting characteristics of the automatic transmission 26 is not completed, is executed. As a result, shifting in a predetermined operating state is facilitated, and the learning frequency of shifting characteristics is increased.

Specifically, the target traveling state correction unit 98 is a series of shift points of the automatic transmission 26 in a predetermined operating state in which the current operating state is low in learning frequency of the shifting characteristics of the automatic transmission 26 by the state determination unit 97. If it is determined that the vehicle is in the vicinity, the drive request amount change allowance is set. This drive request amount change allowable amount is a change amount that is allowed as a change in the drive request amount, and is a predetermined drive for facilitating shifting of the automatic transmission 26 in a predetermined operating state in which the learning frequency is low. This is the upper limit of the change in the required amount. Then, when the target traveling state correction unit 98 determines that the drive request amount changes beyond the drive request amount change allowable amount by the state determination unit 97, the maximum value of the change in the drive request amount changes. The target running state (for example, target driving force and target acceleration / deceleration) is corrected so as to be an allowable amount. By correcting the target running state, the drive request amount is corrected, and as a result, the change in the drive request amount is limited. As a result, shifting is intentionally performed in a driving state in which the frequency of occurrence is low (that is, a predetermined driving state in which the learning frequency is low), for example, a driving state in which the vehicle speed is high and the driving requirement is low (or extremely low driving requirement). Can be carried out.

If the change in the driving requirement is restricted by the driving requirement change allowance, the learning frequency of the shifting characteristics can be increased. Therefore, in the automatic driving control by unmanned driving, the automatic driving control by manned driving, and the cruise driving control by cruise driving. , A uniform drive request amount change allowance may be set. Alternatively, different drive request amount change allowances may be set. For example, when the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is being executed and that the vehicle is running unmanned, the drive request amount change allowable amount is set. A predetermined value A is set. When the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is being executed and that the vehicle is not running unmanned, the target driving request amount change allowable amount is set to a predetermined value B. To set. When the target driving state correction unit 98 is determined by the state determination unit 97 that the automatic driving control is not being executed and that the vehicle is traveling on a cruise, the target driving request amount change allowable amount is set to a predetermined value C. To set.

It is considered that the automatic driving control by unmanned driving has a higher degree of freedom in adjusting the driving plan and the driving force control than the automatic driving control by manned driving, and the automatic driving control is more flexible than the cruise driving control, or acceleration. It is considered that the response delay is not a problem (or is unlikely to be a problem). Therefore, the relative relationship of the AT input torque change permissible amount for each operation control of the vehicle 10 is a predetermined value 1 <predetermined value 2 <predetermined value 3. Further, the relative relationship of the drive request amount change permissible amount for each operation control of the vehicle 10 is a predetermined value A <predetermined value B <predetermined value C. In this way, the target traveling state correction unit 98 has a higher degree of freedom in adjusting the traveling plan and driving force control (that is, the more room there is), the easier it is to learn the shifting characteristics of the automatic transmission 26. The target driving state is corrected so as to be. As a result, the higher the degree of freedom in adjusting the travel plan and the driving force control, the easier it is to learn the shift characteristics.

FIG. 6 increases the chances of learning the shift characteristics of the automatic transmission 26 in the vehicle 10 capable of selectively performing the main part of the control operation of the electronic control device 90, that is, the first operation control and the second operation control. It is a flowchart explaining the control operation for promptly improving the accuracy of shift control, and is repeatedly executed. FIG. 7 is an example of a time chart when the control operation shown in the flowchart of FIG. 6 is executed, and is a diagram showing an embodiment executed at the time of upshift during automatic operation control. FIG. 8 is a diagram showing an example of an operating state when the control operation shown in the flowchart of FIG. 6 is executed, and is a diagram showing an embodiment of traveling in an operating state where the learning frequency is intentionally low.

In FIG. 6, first, in step S10 corresponding to the function of the state determination unit 97 (hereinafter, step is omitted), it is determined whether or not the learning of the hydraulic pressure indicated value at the time of shifting of the automatic transmission 26 is incomplete. Will be done. If the judgment of S10 is denied, this routine is terminated. If the determination in S10 is affirmed, it is determined in S20 corresponding to the function of the state determination unit 97 whether or not the automatic operation control is being executed. If the determination in S20 is affirmed, it is determined in S30 corresponding to the function of the state determination unit 97 whether or not the vehicle is running unmanned. If the determination in S30 is affirmed, it is determined in S40 corresponding to the function of the state determination unit 97 whether or not the automatic transmission 26 is shifting. If the determination in S40 is affirmed, a predetermined value 1 is set as the AT input torque change allowable amount in S50 corresponding to the function of the target traveling state correction unit 98. Next, in S60 corresponding to the function of the state determination unit 97, it is determined whether or not the AT input torque Ti changes beyond the predetermined value 1 during shifting. If the judgment of S60 is denied, this routine is terminated. If the determination in S60 is affirmed, the target running state is corrected so that the maximum value of the change in the AT input torque Ti during shifting becomes a predetermined value 1 in S70 corresponding to the function of the target running state correction unit 98. Therefore, the change in AT input torque Ti is limited. As a result, the opportunity to learn the shifting characteristics of the automatic transmission 26 is increased. When the determination in S40 is denied, in S80 corresponding to the function of the state determination unit 97, the vehicle speed V in the current driving state is within the predetermined vehicle speed range, and the drive demand amount in the current driving state is the predetermined demand amount. Whether or not the current operating state is in the vicinity of a series of shift points of the automatic transmission 26 in a predetermined operating state in which the learning frequency of the shifting characteristics of the automatic transmission 26 is low, based on whether or not it is within the range. It is judged. If the judgment of S80 is denied, this routine is terminated. If the determination in S80 is affirmed, a predetermined value A is set as the drive request amount change allowable amount in S90 corresponding to the function of the target traveling state correction unit 98. Next, in S100 corresponding to the function of the state determination unit 97, it is determined whether or not the drive request amount changes beyond the predetermined value A. If the judgment of S100 is denied, this routine is terminated. When the determination of S100 is affirmed, the target driving state is corrected so that the maximum value of the change in the drive request amount becomes the predetermined value A in S110 corresponding to the function of the target driving state correction unit 98, and the driving request is made. The change in quantity is limited. This facilitates shifting with low learning frequency. In addition, when shifting is intentionally performed in a driving state where the vehicle speed is high and the driving requirement is low (or extremely low driving requirement), it is sufficient to limit the change in the direction in which the driving requirement increases. In this S110, the target traveling state is corrected so that the drive request amount is limited by the drive request amount upper limit value (current drive request amount + predetermined value A).

On the other hand, if the determination in S30 is denied, it is determined in S120 corresponding to the function of the state determination unit 97 whether or not the automatic transmission 26 is shifting. If the determination in S120 is affirmed, a predetermined value 2 is set as the AT input torque change allowable amount in S130 corresponding to the function of the target traveling state correction unit 98. Next, in S140 corresponding to the function of the state determination unit 97, it is determined whether or not the AT input torque Ti changes beyond the predetermined value 2 during shifting. If the judgment of S140 is denied, this routine is terminated. If the determination of S140 is affirmed, the target traveling state is corrected so that the maximum value of the change in AT input torque Ti during shifting becomes a predetermined value 2 in S150 corresponding to the function of the target traveling state correction unit 98. Therefore, the change in AT input torque Ti is limited. As a result, the opportunity to learn the shifting characteristics of the automatic transmission 26 is increased. When the determination of S120 is denied, in S160 corresponding to the function of the state determination unit 97, the vehicle speed V in the current driving state is within the predetermined vehicle speed range, and the drive demand amount in the current driving state is the predetermined demand amount. Whether or not the current operating state is in the vicinity of a series of shift points of the automatic transmission 26 in a predetermined operating state in which the learning frequency of the shifting characteristics of the automatic transmission 26 is low, based on whether or not it is within the range. It is judged. If the judgment of S160 is denied, this routine is terminated. If the determination in S160 is affirmed, a predetermined value B is set as the allowable amount of change in the required driving amount in S170 corresponding to the function of the target traveling state correction unit 98. Next, in S180 corresponding to the function of the state determination unit 97, it is determined whether or not the drive request amount changes beyond the predetermined value B. If the judgment of S180 is denied, this routine is terminated. If the determination of S180 is affirmed, the target driving state is corrected so that the maximum value of the change in the drive request amount becomes the predetermined value B in S190 corresponding to the function of the target driving state correction unit 98, and the driving request is made. The change in quantity is limited. This facilitates shifting with low learning frequency. When shifting is intentionally performed in a driving state where the vehicle speed is high and the drive requirement is low (or extremely low drive requirement), in this S190, the drive requirement is the drive requirement upper limit value (current). The target driving state is corrected so as to be limited by the drive request amount + the predetermined value B).

On the other hand, if the determination in S20 is denied, it is determined in S200 corresponding to the function of the state determination unit 97 whether or not the vehicle is traveling on a cruise. If the judgment of S200 is denied, this routine is terminated. If the determination of S200 is affirmed, it is determined in S210 corresponding to the function of the state determination unit 97 whether or not the automatic transmission 26 is shifting. If the determination in S210 is affirmed, a predetermined value 3 is set as the AT input torque change allowable amount in S220 corresponding to the function of the target traveling state correction unit 98. Next, in S230 corresponding to the function of the state determination unit 97, it is determined whether or not the AT input torque Ti changes beyond the predetermined value 3 during shifting. If the judgment of S230 is denied, this routine is terminated. If the determination of S230 is affirmed, the target running state is corrected so that the maximum value of the change in AT input torque Ti during shifting becomes a predetermined value 3 in S240 corresponding to the function of the target running state correction unit 98. Therefore, the change in AT input torque Ti is limited. As a result, the opportunity to learn the shifting characteristics of the automatic transmission 26 is increased. If the determination in S210 is denied, in S250 corresponding to the function of the state determination unit 97, the vehicle speed V in the current driving state is within the predetermined vehicle speed range, and the drive request amount in the current driving state is the predetermined required amount. Whether or not the current operating state is in the vicinity of a series of shift points of the automatic transmission 26 in a predetermined operating state in which the learning frequency of the shifting characteristics of the automatic transmission 26 is low, based on whether or not it is within the range. It is judged. If the judgment of S250 is denied, this routine is terminated. If the determination of S250 is affirmed, a predetermined value C is set as the allowable amount of change in the required driving amount in S260 corresponding to the function of the target traveling state correction unit 98. Next, in S270 corresponding to the function of the state determination unit 97, it is determined whether or not the drive request amount changes beyond the predetermined value C. If the judgment of S270 is denied, this routine is terminated. If the determination of S270 is affirmed, the target driving state is corrected so that the maximum value of the change in the drive request amount becomes a predetermined value C in S280 corresponding to the function of the target driving state correction unit 98, and the driving request is made. The change in quantity is limited. This facilitates shifting with low learning frequency. When shifting is intentionally performed in a driving state where the vehicle speed is high and the drive requirement is low (or extremely low drive requirement), in this S280, the drive requirement is the drive requirement upper limit value (current). The target driving state is corrected so as to be limited by the drive request amount + the predetermined value C).

In FIG. 7, the time point t1 indicates the time point when the upshift shift control is started. At the time of manual operation control by normal driving shown by the broken line, the AT input torque Ti is changed according to the change of the original required driving force. On the other hand, at the time of automatic operation control shown by the solid line, in the area where the learning is performed (here, before the inertia phase start time (see t2 time point)) so that the learning of the hydraulic pressure indicated value is surely executed. The change in the required driving force is suppressed with respect to the change in the original required driving force, and the change in the AT input torque Ti is such that the execution of learning can be permitted. In the inertia phase of the upshift, the AT input torque Ti is changed according to the change in the gear ratio γat of the automatic transmission 26 so that the required driving force can be obtained. Further, in the automatic operation control, the AT input torque Ti is changed so that the original required driving force can be obtained after the end of the upshift (see the time of t3).

In FIG. 8, the degree of freedom for adjusting the driving plan and the driving force control is high, or the acceleration response delay is not recognized (that is, the deterioration of drivability does not become a problem), and the automatic driving control by unmanned driving is intentional. In addition, the vehicle travels in a vehicle state in which the learning frequency of the hydraulic pressure instruction value is low (in the upshift, the extremely low driving requirement amount and the high vehicle speed region; refer to the region surrounded by the broken line A in the figure). This facilitates shifting (see arrows B and C) in a vehicle state where the learning frequency is low.

As described above, according to the present embodiment, the second operation control (automatic operation control, cruise operation control) is completed when the learning of the shift characteristic of the automatic transmission 26 in the shift in the predetermined operation state is not completed. ), The driving state in which learning of the shifting characteristics of the automatic transmission 26, which is incomplete, is easier to be executed than when traveling with the first operation control (manual operation control). Since the target driving state is corrected so as to be, the learning of the shifting characteristics of the automatic transmission 26 such that the learning opportunity cannot be sufficiently secured at the time of the first operation control, the acceleration responsiveness, etc. Deterioration of drivability is less likely to be a problem, and it becomes easier to execute during the second operation control. Therefore, in the vehicle 10 capable of selectively performing the first operation control and the second operation control, it is possible to increase the opportunity to learn the shift characteristics of the automatic transmission 26 and quickly improve the accuracy of the shift control. it can. If the accuracy of shift control is quickly improved, for example, shift shock can be reduced and converged at an early stage.

Next, another embodiment of the present invention will be described. In the following description, parts common to each other in the examples are designated by the same reference numerals and description thereof will be omitted.

In this embodiment, a vehicle 100 as shown in FIG. 9 is illustrated, which is different from the vehicle 10 including the electric continuously variable transmission 22 and the automatic transmission 26 shown in the first embodiment.

In FIG. 9, the vehicle 100 is a hybrid vehicle including an engine 102 and a rotary machine MG as a power source capable of generating drive torque, and a power transmission device 104. The power transmission device 104 includes a clutch K0, a torque converter 108, an automatic transmission 110, and the like in order from the engine 102 side in the case 106 as a non-rotating member attached to the vehicle body. Further, the power transmission device 104 includes a differential gear device 112, an axle 114, and the like. The pump impeller 108a of the torque converter 108 is connected to the engine 102 via the clutch K0 and is directly connected to the rotary machine MG. The turbine impeller 108b of the torque converter 108 is directly connected to the automatic transmission 110. In the power transmission device 104, the power of the engine 102 and / or the power of the rotary machine MG is the clutch K0 (when transmitting the power of the engine 102), the torque converter 108, the automatic transmission 110, the differential gear device 112, and the axle 114. Etc. are sequentially transmitted to the drive wheels 116 included in the vehicle 100. The automatic transmission 110 is a mechanical transmission mechanism provided in a power transmission path between a power source (engine 12, rotary machine MG) and drive wheels 116. Further, the vehicle 100 includes an inverter 118 that controls the output torque of the rotating machine MG, a battery 120 that transfers electric power to the rotating machine MG via the inverter 118, and a control device 122.

The control device 122 enables the motor to run using only the rotary machine MG as a power source for running by using the electric power from the battery 120 in a state where the clutch K0 is released and the operation of the engine 102 is stopped. The control device 122 operates the engine 102 with the clutch K0 engaged to enable hybrid traveling using the engine 102 as a power source for traveling. In the hybrid traveling mode that enables hybrid traveling, the control device 122 travels by further adding the drive torque generated by the rotating machine MG by using the electric power from the battery 120, or the rotating machine is driven by the power of the engine 102. It is also possible to generate electricity with the MG and store the generated power of the rotary machine MG in the battery 120. In this way, the battery 120 is charged by the power of the engine 102 and supplies electric power to the rotary machine MG. The rotary machine MG has a function as a generator that generates electric power charged in the battery 120 by the power of the engine 102 and a function as an electric motor that generates a drive torque by the electric power supplied from the battery 120.

The control device 122 includes an operation control unit 91 (travel plan generation unit 92, travel control unit 93), an operation state control unit 94, a learning control unit 96, and a state determination unit 97 included in the electronic control device 90 according to the first embodiment. , And each function of the target traveling state correction unit 98. Similar to the electronic control device 90, the control device 122 can improve the learning frequency of the shift characteristics of the automatic transmission 26 in consideration of the difference in the driving control of the vehicle 100.

According to this embodiment, the same effect as that of Example 1 described above can be obtained.

Although the examples of the present invention have been described in detail with reference to the drawings, the present invention also applies to other aspects.

For example, in the above-described embodiment, vehicles 10 and 100 capable of automatic driving control by unmanned driving, automatic driving control by manned driving, cruise driving control by cruise driving, and manual driving control by normal driving have been exemplified. Not limited to. For example, the vehicle may be capable of automatic driving control by manned driving and manual driving control by normal driving.

Further, in the above-described first embodiment, as a condition for permitting learning of the shifting characteristics of the automatic transmission 26, it is illustrated that the change in the AT input torque Ti during shifting of the automatic transmission 26 is equal to or less than a predetermined torque. It is not limited to this aspect. For example, the condition for permitting learning may be when the change in the drive demand amount during shifting of the automatic transmission 26 is small. Alternatively, as one of the conditions for permitting learning, when the oil temperature of the hydraulic oil supplied to the hydraulic actuator of the engaging device CB is within a predetermined range (that is, when the oil temperature of the hydraulic oil is not too high and too low). (When not available) may be included. Alternatively, as one of the conditions for permitting learning, when the AT input torque Ti as instructed according to the drive request amount is generated (the AT input torque Ti may not be as instructed due to the charge / discharge possible power Win and Wout). Learning is prohibited when there is).

Further, in the above-described first embodiment, the electric continuously variable transmission 22 includes the brake B0 and the clutch C0, but the present invention is not limited to this mode. For example, the electric continuously variable transmission 22 may be provided with at least one of the brake B0 and the clutch C0, or may be switched to the stepped speed change state without the brake B0 and the clutch C0. It does not have to be. Further, the power split mechanism 40 included in the electric continuously variable transmission 22 may be a double pinion type planetary gear device. Further, the power split mechanism 40 is a differential gear device in which a pinion that is rotationally driven by the engine 12 and a pair of bevel gears that mesh with the pinion are operatively connected to the first rotary machine MG1 and the transmission member 24. Is also good. Further, in the power split mechanism 40, in a configuration in which two or more planetary gears are interconnected by some rotating elements constituting the planetary gears, the engine, the rotating machine, and the drive wheels are respectively connected to the rotating elements of the planetary gears. It may be a mechanism that is connected so that power can be transmitted.

Further, in the second embodiment described above, the vehicle 100 may be a vehicle that does not have the clutch K0 and in which the engine 102 and the rotary machine MG are directly connected to the input side of the torque converter 108. Further, the vehicle 100 may be provided with at least one of the engine 102 and the rotary machine MG as a power source. In short, the present invention can be applied to any vehicle provided with a power source and an automatic transmission provided in a power transmission path between the power source and the drive wheels. In the vehicle 100, the torque converter 108 is used as the fluid transmission device, but another fluid transmission device such as a fluid coupling having no torque amplification action may be used. Further, the torque converter 108 does not necessarily have to be provided, or may be replaced with a simple clutch. Further, the automatic transmission provided in the power transmission path between the power source and the drive wheels may be a planetary gear type automatic transmission such as the automatic transmission 26, or a synchronous meshing type parallel two-axis. It is an automatic transmission such as a known DCT (Dual Clutch Transmission) and a known stepless transmission (CVT) which are synchronous meshing parallel two-axis automatic transmissions and have two input shafts. You may.

Therefore, learning the shifting characteristics of the automatic transmission is not limited to learning the command value of the hydraulic pressure supplied to the hydraulic actuator of the engaging device. For example, when the automatic transmission is a CVT, the command value of the hydraulic pressure supplied to the hydraulic actuator that moves the pulley is learned. Alternatively, when the actuator that shifts the automatic transmission is not hydraulically operated, for example, an electrically operated actuator, a command value for driving the actuator is learned.

It should be noted that the above is only one embodiment, and the present invention can be implemented in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine (power source)
14: Drive wheel 26: Automatic transmission 90: Electronic control device (control device)
91: Operation control unit 96: Learning control unit 98: Target driving state correction unit MG2: Second rotating machine (power source)
100: Vehicle 102: Engine (power source)
110: Automatic transmission 116: Drive wheel 122: Control device MG: Rotating machine (power source)

Claims (1)

A control device for a vehicle including a power source and an automatic transmission provided in a power transmission path between the power source and drive wheels.
The vehicle travels by setting the first driving control for driving based on the driving operation of the driver and the target driving state regardless of the driving operation of the driver, and automatically performing acceleration / deceleration based on the target driving state. An operation control unit that can selectively perform the second operation control,
A learning control unit that corrects the shift characteristics of the automatic transmission by learning for each shift in a predetermined operating state.
When the learning of the shift characteristics of the automatic transmission in the shift in the predetermined operating state is not completed and the vehicle is traveling under the second operation control, the vehicle travels under the first operation control. A target traveling state correction unit that corrects the target traveling state so that the learning of the shifting characteristic of the automatic transmission, which is incomplete, is more likely to be executed is included. A characteristic vehicle control device.

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